Antiskidding device.



D. V. KAUFMAN.

ANTISKIDDING DEVICE.

APPLlcmoN man JAN. 14. 1914.

1,142,583. Patented June 8, 1915.

2 SHEETS-SHEET 2.

A TTOH/VEVS DAVID V. KAUFMAN, OF NEW YBK, N. Y.

ANTISKIDDING DEVICE.

Specification of Letters Patent.

Patented J une 8, 1915.

Application led January 14, 1914. Serial No. 812,007.

T0 all zrhom 'it may concerny Be it known that I, DAVID V. KAUFMAN, acitizen of the United States, and a resident of the city of New York,borough of Manhattan, in the county and State of New York, have inventeda new and Improved Antiskidding Device, of which the following is afull, clear, and exact description.

My invention relates to an attachment for the wheels of automobiles andother vehicles employing similar wheels, and an object of the inventionis to provide a device of the indicated character which may be readilyapplied to the wheel.

A further object of the invention is to provide an anti-skidding devicecomposed of elements of a. character capable of embodiment in anattachment presenting a substantially complete covering for the tread ofa tire` or in separated sections.

A further object of the invention 1s to provide an anti-skidding devicecomposed of elements so formed and arranged as to provide for the freecirculation of air, whereby to minimize the possibility of burning.

The invention resides in the novel features and combinations hereinaftermore particularly described in the claim.

Reference is to be had to the accompanying drawings forming a part ofthis speciication, in which similar characters of reference indicatecorresponding parts in all the views.

Figure 1 is a cross sectional view of an anti-skidding device embodyingmy invention, showing the same applied; Fig. 2 is a fragmentary sideelevation; Figs. 3, 4 and 5 represent respective views of graded blocks,a series of which are assembled and held together to prevent skidding;Fig. 6 is a partial side elevation illustrating the antiskidding devicewhen formed to extend completely around the tire tread; Fig. 7 is asimilar view showing a modification in which separated anti-skiddingsections are applied to the tire; and Fig. 8 is a plan view of one ofthe sections shown in Fig. 7.

The attachment is applicable to any approved form of wheel A, here shownas having a rim B, a tire C, and a clencher rim D.

In constructing the attachment a series of blocks are provided, whichare linked together in alternate arrangement, the blocks at the treadbeing designated by the character 10; the blocks adjacent to the treadare designated by the numeral 10, and succeeding blocks along the sidesby the character 10b. At the ends each block is formed with a bead orrib 11, that present projections on the inner face, leaving a recess 12between the respective beads. The blocks are linked together alternatelyin staggered relation by flexible wires 13, or other equivalent flexibleelements which extend in the form shown in Fig. 2, peripherally aroundthe tire, the beads 11 being apertured to receive the said wires. Thearrangement of the parts is such that the blocks have pivotal movementon the connecting wires', and may assume the transversely curved form ofthe tire C. The staggered form of the blocks presents spaces betweenalternate blocks, which, in connection with the space 12 beneath eachblock, afford ample circulation of air so as to prevent overheating;moreover, the spaces between and beneath the blocks permit the expansionof the tire surface more or less into the recesses so as to afford abetter gripping action of the blocks on the tire to overcome thetendency of creeping. The beads 11 on the blocks 10 at the front of thetread are larger than the beads on the blocks at and toward the sides ofthe tire; thus the bead llavat one end of a block 10 at a side portionof the tread is larger than the bead 11b at the other end, and similarlythe beads 11c on the blocks l()b at one end are smaller than the beadsat the other end of the block. The purpose of the gradation in the sizeof the beads is to provide a larger recess 12 beneath each block locateddirectly at the tread than beneath the blocks at the sides, since theheating will be greater at the tread, and the reduction of the size ofthe beads toward and at the sides results in a less total width of theapplied attachment, while providing sufficient circulation of air at thesides where the heating is less. The reduced size of the beads 11", 11,on the side blocks, it will be seen brings the under surface of theblocks closer to the tire surface, which gives a net reduction in thesize of the space beneath the blocks, notwithstanding the slightincrease of space due to the lesser diameter of the reduced beads.Moreover, it will be seen that the blocks toward the side are of'reduced length, which further reduces the form described for receivingsaid elements, the blocks present their rounded side portions toward thesides of the tread, and present their fiat ends in the direction ofrotation to effect a better gripping action on the ground. Thisdisposition o the blocks also results in perpherally running spacesinstead of transversely running spaces, and said spaces will, moreover,be thus open at the front and back instead of at the sides, whichresults in a free circulation of the air caused by the rotation of thewheel, since the s aces range with the direction of running. hecirculation of the air is made especially free by means of theoverlapping staggered relation of the blocks which provide alternateradially opening air spaces intervening in each peripheral series ofunder spaces, and intersecting the latter.

T o secure the attachment to a tire, I proy vide additional links 14,pivotally connected with those peripheral wires 13 adjacent to the rim,and these links receive binding or clamp wires 15 which extend aroundthe tire and have interposed therein a turn-buckle 16. The links 14 havesnaps 14, or an equivalent formation at their lower ends for theengagement of the wires 15, so as to permit a lateral entrance andremoval of the wires. In addition to the clamping wires 15, I providefor strapping the attachment to the rim B, there being side strapsections 17 and an intermediate strap section 18, the latter havingloops 19 or the like, to receive the straps 17. The intermediate strapsextend transversely'at the inner side of the rim B, and may be providedwith cushions 18a of felt or equivalent material to prevent marring ofthe rim.

In the form shown in Figs. 1, 2 and 6, the

blocks are assembled in such relation as to extend completely around thetire continuouslv, but it is possible to assemble the blocks inseparated series to form separate anti-skidding sections designatedgenerally by the numeral 20, as shown in Figs. 7 and 8. A series ofblocks of the form described are alternately linked by short wires orrods 13a, washers 13b being preferably employed at the ends, and theside blocks l()b receive short Wires or rods 15a, the short rods of therespective sections 20 being connected by clamp wires 15b, one or moreof which may be provided with a turn-buckle 16, while others of theclamp wires are formed in sections articulated by interlocking eyes, asat 15C. The straps 17, 19, may be employed with this form-in securingeach section 20, in addition to the connecting wires 15b.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

An anti-skidding device comprising blocks, and means for connecting theblocks together in staggered relation, said blocks presenting ribs atthe under sides thereof, said ribs running peripherally and forming aircirculating spaces open front and back,

the ribs being of reduced size from the tread radially inward at thesides, and the said blocks having the reduced ribs being successively ofreduced length radially inward from the tread.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

DAVID V. KAUFMAN.

Witnesses:

ARTHUR TAYLOR, JOHN E. HAGMAYER.

